Improvement in locomotives



2 Sheets--Sheetl.

W. S. HUDSON:

improvement in Locomotives.

"nucullci Patented July 16,1872.

A M. HID TU-LITHIMRAPiI/C m m x [OSBORNE 5 fwvciss.)

ZSbeetr-SheetZ; W. S. HU D50 N.

improvmont in Locomotives.

Patented July %6,1872.

om: nKu'a,

mom w 4M. mam-zmwsmrm mmx (asaamvr's Mon-55s.)

UNITED STATES PATENT OFFICE.-

WILLIAM snUDsoN, OF PATERSON, NEW JERSEY.

IMPROVEMENT IN LOCOMOTIVES.

Specification forming part of Letters Patent No. 129,229, dated July 16,1872.

Specification describing certain Improvements in Locomotives, inventedby WM. S. HUDSON, of Paterson, in the county of Passaic and State of NewJersey.

The invention relates to the employment of a central block over a truck,and certain guides for the same carried on the main framin g also, tothe open construction of the said block, and the arrangement of thedraw-bar to play through it; to means for raising or lowering at certainpoints to better adjust the po sition of the mass upon thesupporting-sprin gs and to the combination of certain side and end tankswith the main body of the locomotive.

The following is a description of what I consider the best means ofcarrying out the invention:

The accompanying drawing forms a part of this specification.

Figure 1 is a side elevation, and Fig. 2 an end elevation, theright-hand side being an elevation of the front end and the left-handside an elevation of the rear endof the entire structure.

The machine being symmetrical this compound elevation is equivalent, asis well understood, to a complete front and a complete rear elevation.

Fig. 3 is a diagram, showing in plan view the arrangement of thebearingsprin gs, equalizing-levers, and swing-beam which serves as apartial cross-equalizer at the front.

The remaining figures are on a larger scale, and show a portion of thework at the rear alone.

Fig. 4 is a side elevation, Fig. 5 is a plan view, and Fig. 6 is .afront elevation of the rear parts partly in section.

The left half of the figure is a vertical section in the plane of thecentral vertical pivot or pintle.

Similar letters of reference indicate like parts in all the figures.

The improvement may be applied to all the class of locomotives in whichthe rigid frame is extended rearward and made to support or form a partof the tender. There is a halftruck under the tender, which is adaptedto both swivel and move from side to side. There is a truck or halftruck composed of one pair of wheels only in the front of thelocomotive. There are equalizing-levers distributing the shocks betweenthe forward driving-wheels and the half truck at the front, and anotherset distributing the shocks between the rear drivers and the half truckat the rear.

A is a boiler and its fixed attachments, which may be in the ordinaryform. B is the fixed frame connected thereto in the ordinary manner andadapted to perform its ordinary functions of properly sustaining thewheel-boxes and all the working parts. It is extended rearward and madeto support a tank and provisions for carrying fuel, serving in good partv the duties of what is ordinarily a separate carriage known as atender. A portion of the water-supply is, however, carried in tanks oneach side of the boiler. may, for convenience, be styled the tender,carries all the fuel and a portion of the water. Other and ordinarilythe main portions of the water are carried in tanks 0 0 extending alongon each side of the boiler. The pipes which connect the several tankswith the feeding devices and with each other are controlled by cocks, sothat the water may be used out of either at pleasure. By using the waterfrom the tender-tank M and allowing it to remain in the side tanks 0 Othe adhesion of the driving-wheels is retained at its maximum for thelongest possible time in a run.

Those parts to which I do not refer, it will be understood, may beconstructed in any ordinary or suitable'manner.

There are three pairs of driving-wheels, O O G. The central and rearmostare flanged and form the guiding-wheel base. The foremost arewithoutflanges, and are of sufficient width to allow for all curves andswitches.

At each end of the entire machine is a Bissell truck, or what issometimes known as a half truck, in other words, there is at each end asingle pair of small bearin g wheels with flanges, supported in a framewith a radiusbar pivoted to the main framing, and with liberty to moveto one side and the other, supporting the weight on swinging links whichtend always to keep the truck directly central. A single pair ofequalizing-levers, D D, is employed at the forward end of the structure.These extend fore and aft, and are mounted, one on each side, a littlewithin and above the frame-work B. The rear end of each lever D bears onand is firmly confined to the for- The part M, which beam. The levers DD distribute the shocks and equalize them between the front truck andthe front pair of drivers 0. Another pair, G G, of equalizing levers isemployed at the sides of the fire-box. They are mounted just over theframing B and equalize between the springs of the middle and rear pairsof driving-wheels. A cross equalizing-lever, H, is mounted under thefoot-board and connects the rear ends of the springs of the after orhindmost drivers. Its center supports the forward end of a fore-and-aftlever, I, which latter extends along the central line of the structure,and bears at its rear end on a swin gbeam, J, in the rear truck W. Thelever I is formed double or of two parallel pieces, but the parts arerigidly connected, so that both serve as one. The cross-lever H is alsodouble. The effect of the system of levers G H I is to equalize betweenthe middle and the hindmost pair of driving-wheels and between both andthe rear half-truck. The connection of the front and of the longitudinalcentral equalizer I to the cross-equalizer H is made by the aid of ascrew, L, with a nut, l, by adjusting which with a jam-nut, also, ifpreferred, I can change the elevation of the parts at will. This isparticularly important in getting the levers in their proper nearlyhorizontal positions when the locomotive is new or has just received newsprings, and may be important in compensating from time to time for thepartial failure of springs. The frontleversD D, though converginginward, as shown, have their bearings sufficiently wide apart to supportthe structure efliciently against all lateral inclinations at theforward end; but the cross-equalizer H and central lever I at the reargive the effect of a complete central bearing to the support at therear, and the structure is thus enabled to tilt freely at the rear ascalled for at the front and accommodate itself to all twisting of thetrack. P is a casting rectangular in its horizontal section and free toslide up and down between correspondingly shaped guides B firmly boltedto the main frame B and forming a rigid part of the locomotive.

It slides up and down, as required, but is so held between the guides Bthat it cannot twist around. The upper portion of the casting 1? is madewith a liberal opening through its front and rear, as shown, and thedraw-bar Q stands in the opening thus provided and plays back andforward, as required, by the strain thereon and the action of its springnot represented. The central casting 1? receives the load by means ofthe equalizing-lever I, and is supported upon the swing-beam J of therear truck by a circular bearing, which allows of a swiveling around ofthe truck while supporting it firmly in all directions horizontally, aswill be readily understood. (See Figs. 5 and 6.) I usually employ alayer of rubber interposing between, surmounted by a thin plate of iron.The thin iron serves as a friction-plate for the swiveling of the truckwhile the rubber softensthe shocks.

I claim as my improvements in locomotives having a stiff frame-workextended and serving in the place of a tender-frame- 1. The centralblock P rising and sinking freely, as required, but restrained fromturning within the guides B and transmitting the weight from theequalizing system of levers to the swiveling central bearing of theswingbeam of a truck, as herein specified.

2. The opening through such central block I? with the draw-bar Q,arranged to play freely therein, as specified.

3. The adjusting-screw L, in combination with the equalizing-levers G HI and arranged to serve therein, as and for the purposes hereinspecified.

4. The obliqely-mounted equalizing-levers D D serving between thesprings of the drivers and the swing-beam in the truck, as and for thepurposes specified.

5. The arrangement of the side tanks 0 O and the rear tank M relativelyto each other, and to the rigid framing B and boiler A of thelocomotive, and adapted to serve together, as and for the purposesherein specified.

In testimony whereof I have hereunto set my name in presence of twosubscribing witnesses.

WM. S. HUDSON.

Witnesses:

ARNOLD HOERMANN, O. (J. Lrvmes.

